Madrid, Spain MAD/LEMD

Madrid, Spain
MAD/LEMD

Madrid is 2000′ elevation.

Need to be 250 at 7000ft, and speed limit is 250 below 10,000′.
ASBIN 220KTS at 5000 FT….12 NM 180KT…6NM 160 KT

ARRIVAL: Expect for RWY 33L/R is early morning ARR will be 18 R/L check airport INFO Jeppesen.

EXPECT: TERMINAL 4 S (satellite), Better for landing will be 33L (Shorter Taxi time)
During approach ATC change RWYs many times prepare Primary 33 L and secondary 33R.
ATC will keep you high. At 6000FT, G/S capture altitude when you are cleared for the ILS approach is 4000ft. For RWY 18 they normally keep you high and fast because of high terrain.

TAXI IN: After landing take first taxi way to the left (on RWY 33L) TAXI via KA3/KA2/KA1/GATE 14/ EB2 or EB6 to the stand.

PARKING:  stands 544 to 580 or any gate in the remote area around Terminal 4 S

DEPARTURE: Cross check with clearance delivery The SID, normally is NANDO 2A or NANDO 3R

TAXI OUT: Via EB2/NY11/NY12/NY13/Y1 toY4 for RWY 36R

SID: ROBLEDILLO ONE LIMA.
EOSID: RWY 36 L/R. at 8 NM “BRA” LT to “GE” 421 (Hold 048 inbound RT)
SET 13000ft on FCU.

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Antalya, Turkey AYT/LTAI

Antalya, Turkey
AYT/LTAI

OVERVIEW

There are a significant number of STARs and approaches available to each RWY.
Be alert to variable ATC standards.

High terrain exists to the N and W of the airport, but there is no significant terrain within the circling area. There is a 200ft cliff 2nm S of the APT.

DESCENT

All RNAV arrivals into Antalya require GPS. Advise ATC if operating non-GPS aircraft.

The STAR given by ATC may be different to the STAR on the OFP. Pilot reports indicate that ATC favour a KOZLU RNAV arrival followed by radar positioning to final approach. Monitor all radar descent clearances carefully and cross check position with Radar Minimum Altitude chart 10-1R.

Refer to Jeppesen 10-1P for details on the Preferential RWY System. Reports have been received that the landing RWY allocated by Antalya Approach may be different to the landing RWY indicated on the ATIS. In addition, subsequent controllers may issue a further RWY change.

ATC radar vectoring may be poor with late descent clearances. RWY changes may result in reduced track mileage to final approach.

APPROACH

The VOR DME LOC approach for RWY 18L utilises the LRA DME which reads 2.0D at the threshold.

Due the large number of similar approaches utilising different aids, extra vigilance is required in the selection, identification and use of all aids.

RUNWAY AND AIRPORT FACILITIES

Antalya has three parallel RWYs with long parallel TWYs along RWY18L/36R and 18/36C.

Caution: Scope for confusion of landing surface.

Two VOR DMEs operate at this airport; ensure use of the correct navigation aid for approach if a late change of RWY is given.

TWY marking and signage is poor in places. Lighting has also been reported as poor; particular care should be taken when turning from TWY „G‟ onto TWY „Y‟ at night.

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Ayers Rock, Australia AYQ/YAYE

Ayers Rock, Australia
AYQ/YAYE

OVERVIEW

The airport is located 10nm N of Ayers Rock “Uluru” near the southern edge of Australia’s Northern Territory. It sits at 1626ft amsl with terrain rising to 3500ft amsl within 15nm to the W and Uluru sitting at almost 3000ft amsl to the S. The Kata Tjuta National Park lies 14nm SW of the airport and contains a series of large domed rocks known as “The Olgas”. The highest, Mount Olga rises to 3450ft amsl.

It is an uncontrolled airport and as such has no Air Traffic Control service. However, it has been designated a CTAF-R airport which signifies that it has been assigned a Common Traffic Advisory Frequency (CTAF) – 126.9 MHz and all aircraft operating there have to be equipped with a radio.

Note: Pilots should refer to the airport as “Ayers Rock Airport” and the rock itself as “The Rock”.

Ayers Rock airport operates a Certified Air/Ground Radio Service (CA/GRS) on the CTAF during certain hours of the day (normally 23:30-06:15 GMT). This is a radio information service to provide pilots with operational information – it is not a separation service. The Certified Air/Ground Radio Operator (CA/GRO) is available to assist pilots in making informed operational decisions. Pilots retain authority and responsibility for the acceptance and use of the information provided. The callsign used to speak to the operator is “Ayers Rock Radio”. It is recommended that inbound Jet aircraft contact the CA/GRO as soon as possible (around 150nm) with an ETA to allow adequate time for the CA/GRO to alert the other aircraft in the area. Whilst the CA/GRS is operating, an Automatic Aerodrome Information Service (AAIS) is available on a separate frequency to provide weather and airport information.

The CTAF frequency also has an Aerodrome Frequency Response Unit (AFRU) which assists pilots’ awareness of inadvertent selection of an incorrect VHF frequency when operating into non-towered aerodromes. When the aerodrome traffic frequency has not been used for the past five (5) minutes, the next transmission over 2 seconds long will cause a voice identification to be transmitted in response; e.g. “Ayers Rock CTAF”.

Caution: Ayers Rock Airport is recognised to be one of the world’s busiest uncontrolled airports. There are a large number of small sight-seeing aircraft operating in the local area as well as larger jet transport aircraft arriving from the major Australian hubs. It is therefore vital that the advice in this brief is followed and aircraft speed is reduced appropriately approaching the airport. Reports indicate that R/T standards are poor at times especially when the CA/GRO is not operating. Regular radio calls are to be made stating intentions and crew must ensure an efficient look-out is maintained.

DESCENT

Once the aircraft has descended into the area of Class G airspace surrounding the airport, the crew are responsible for their own traffic and terrain separation. Consideration must be given to aircraft proceeding outbound from AYQ on a reciprocal track and pilot-to-pilot coordination will be required to ensure adequate separation. Arriving aircraft must broadcast their aircraft type, ETA, intended runway for landing and planned circuit entry procedure. Updates on position and intentions must be broadcast once the aircraft is within a minimum of 20nm from the airport – Jet aircraft are advised to make calls earlier due to their higher ground speed.

APPROACH

The only available instrument procedure is a non-precision NDB/DME approach to RWY 31 with circling available to RWY 13. In order to remain clear of the sight-seeing traffic arriving from the SW, all circling approaches and visual circuits should normally be carried out to the NE of the airport.

Caution: Visual aspect of the narrow runway will make aircraft appear high on final approach.

RUNWAY AND AIRPORT FACILITIES

The RWY is 30m wide and only TWYs A and E are wide enough for use by larger aircraft. The turning points at the end of each RWY must be used whenever a 180° turn is required. The old turning point 1,300ft from the RWY 31 threshold is no longer in use.

Taxi intentions should be transmitted on the CTAF and minimum power should be used whilst taxiing to prevent corrosion of soft TWY shoulders.

Pilot activated lighting is available by transmitting 3 x 2 second pulses on frequency 120.6 MHz.

RFF 6 is available Sun-Thurs 2300-0815 GMT and Fri 2300-0715 GMT.
Airport Fire Service Frequency 131.0 MHz, callsign “Ayers Rock Fire”.

TAKE-OFF AND DEPARTURE

MTOM can be performance limited from AYQ when a high OAT exists. Careful consideration should be given to this before deciding on fuel for the departure.

Prior to taxiing call Melbourne Centre Flight Information Area (FIA) on 121.85 MHz to confirm flight plan and controlled airspace joining instructions. They will issue a clearance and advise of other IFR traffic.

Departure intentions should be transmitted to the CA/GRO or announced on the CTAF, and flap retraction delayed until clear of the traffic area. Once clear, Melbourne Centre should be notified of the departure and first waypoint ETA. If departing RWY 13, a left turn should be carried out to avoid both the area of high traffic density and overflying the town of Yulara.

During initial climb the aircraft will be in Class G airspace. Consideration must therefore be given to aircraft proceeding inbound AYQ on a reciprocal track as pilot-to-pilot coordination will be required to ensure adequate separation. Updates on position and intentions must be broadcast on the CTAF until the aircraft has reached a minimum of 20nm from the airport.

SPECIAL CONSIDERATIONS

Hazardous conditions may exist with an easterly wind on RWY 13. Information received indicates that ambient conditions could change rapidly with strong easterly winds creating very hazardous conditions including reduced visibility due to raised dust. Dust devils and associated turbulence are also hazards.

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Alice Springs, Australia ASP/YBAS

Alice Springs, Australia
ASP/YBAS

OVERVIEW

The airport is located 6nm S of Alice Springs in Australia’s Northern Territory. It sits at 1789ft amsl to the S of the Macdonnell Ranges. Terrain rises to 3200ft amsl within 5nm N of the airport.

Aircraft diverting to Alice Springs must notify the airport as soon as possible to ensure the required RFF is available. ATC operates between 22:30-08:30G. Outside these hours, Alice Springs Airport has a Common Traffic Advisory Frequency (CTAF) to facilitate communication between aircraft operating in the area. Arriving aircraft must broadcast their aircraft type, ETA, intended runway for landing and planned circuit entry procedure. Updates on position and intentions must be broadcast once the aircraft is within a minimum of 20nm of the airport.

APPROACH

There is an ILS approach to RWY 12 and a VOR/DME approach to both runways. Circling must be conducted to the S or within 3nm N of the RWY 12/30.

Caution: Hot-air baloon activity in the vicinity of the circuit area at sunrise and early morning.

RUNWAY AND AIRPORT FACILITIES

Note: Several runway turning and taxiway restrictions are detailed on airport chart.

Airport Fire Service Frequency 131.0, callsign “Alice Springs Fire”.

TAKE-OFF AND DEPARTURE

If departing out of ATC hours, Melbourne Centre Flight Information Area frequency (FIA) must be contacted to confirm flight plan, controlled airspace joining airway/position and ETA. Departure intentions should be transmitted on the CTAF and flap retraction delayed until clear of traffic area. Consideration must be given to aircraft proceeding inbound AYQ on a reciprical track and pilot to pilot coordination will be required to ensure adequate separation.

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Ascension Island ASI/FHAW

Ascension Island
ASI/FHAW

OVERVIEW

Ascension is a mountainous island located in the South Atlantic approximately 1,200nm E of Recife in Brazil and 1,000nm S of Freetown in Sierra Leone. The airfield is military and is located in a valley, on the SW corner of the island, some 3nm SE of the capital, Georgetown.

Immediately N and S of the runway are abrupt outcrops of high ground to nearly 800ft asl. Of particular importance are the two immediately S of the runway which start to rise about 45m from the runway edge. The highest of the two hills reaches 790ft asl.

There is a marked up slope before the threshold of RWY 14 causing the radio altimeter reading to decrease suddenly at about 100-200ft.

To the NE of the airfield the terrain reaches 1,500ft asl within 1.5nm. The highest peak on the island is 2,817ft asl 3nm to the NE.

Ascension has a latitude of 80S, and hence has a tropical climate. It lies in the SE Trade Wind Belt throughout the year, and seasonal variations are small.

APPROACH

The NDB is over a mile to the NW of the runway and not on the extended centre line, however it can be received at ranges up to 1,000nm.

The usual clearance is to MATHY, which is 10DME on the extended centre line of RWY 14. The only instrument approaches (non-precision) are to RWY 14. Circuits are flow3n to the S of the airfield, away from the high ground.

Strong down draughts may be experienced on final approach due to local wind effects.

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Aqaba, Jordan AQJ/OJAQ

Aqaba, Jordan
AQJ/OJAQ

King Hussein Intl

 OVERVIEW

Note: The airport is situated in close proximity to the Israeli border.

Aqaba is situated 4nm N of the town and 1nm E of the Jordan/Israel border. The airport lies at 175ft amsl surrounded by high terrain with a MSA of 8,000ft amsl.

The runway is orientated along a steep sided N-S valley with the 1,500ft amsl contour only 3nm to the E and 6nm to the W. The terrain to the E rises to over 5,000ft amsl within 6nm, while to the W the ground reaches 3,000ft asl by 10nm. On the extended centre line to the N the terrain reaches nearly 400ft amsl at 3nm and nearly 900ft amsl at 6nm.

DESCENT

Cairo ATC provides procedural separation between aircraft approaching Aqaba and Eilat from the S. VHF contact with Cairo may be lost while flying up the Gulf of Aqaba so early request for descent is advisable.

There is little co-ordination with Israeli ATC at Eilat and it is important to remain within Jordanian airspace.

Caution: It is necessary to positively identify Aqaba Airport because Eilat Airport, in Israel, has a similarly orientated runway only 3nm SW.

APPROACH

There are no published arrival charts. The normal approach clearance is to join the hold at BAKIR before carrying out the procedural ILS approach to RWY 01.

Note: Possible VOR and DME fluctuations may occur in the hold at BAKIR.

The ILS installed for RWY 01 “funnels” the aircraft towards the runway with high ground to both sides and to the left is Israeli airspace.

No instrument approach procedures are published for RWY 19.

Circling minima are not published due to the proximity of terrain to the E and the proximity of the Israeli border to the W. Visual circuits for RWY 01/19 must be carried out to the E.

TAKE-OFF AND DEPARTURE

A departure from RWY 19 is unlikely due to Cairo ATC. It is likely that RWY 01 will be in use with a RHAMA or ARABA departure.

 

 

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Apia, Samoa APW/NFSA

Apia, Samoa
APW/NFSA

OVERVIEW

Faleolo Airport is situated on the NW coast of the island of Upolu, approximately 25nm to the W of the town of Apia. There are high MSAs surrounding the airport reaching 8200ft in the NW sector, and a 1759ft peak 3nm SE of the aiport.

DESCENT

A good weather brief is available from Lan Chile at Easter Island. Isla de Pascua and Tahiti FIRs will probably offer blocks of cleared levels to enable cruise climb. Weather reports for Apia are available from Pago Pago.

APPROACH

Circling is prohibited to the S of the airport.

TAKE-OFF AND DEPARTURE

Departure to Townsville/Brisbane/Cairns – clearance from Auckland will be received during taxy out

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St John’s, Antigua ANU/TAPA

St John’s, Antigua
ANU/TAPA

 OVERVIEW

The airport is situated on the NE side of the island. Terrain peaks at 1,450ft amsl 6.5nm to the SW. Terrain in the immediate airport vicinity is a significant feature. 600m to the S of RWY 07 threshold terrain rises to 460ft amsl and 1,000m to the N to 375ft amsl.

To the NW of the airport hills and obstructions rise to 600ft amsl which, when approaching from the NW obscure RWY 07/25 until abeam St. John’s town (3nm W of the airport).

2nm finals to RWY 07 lies a ridge that runs 200-300ft amsl but less than 1nm to the R of the approach path this rises to 386ft.

The island of Monserrat lies 32nm to the SW with terrain rising to 3,000ft amsl. The Soufriere Hills Volcano has errupted several times in recent years with little or no warning. Check the Met Office Volcanic Ash Advisories (VAA) for information on erruptions and ash cloud scatter.

APPROACH

If positioning left base, avoid overflying the hills W of St. John’s Harbour due to possible GPWS alerts.

VOR DME approaches to both RWYs are offset significantly and are steeper than normal. PAPIs do not match approach path angle.

Note: Whilst RWY 25 has a lower approach minima there are no approach lights to this RWY.

Caution:

Expect turbulence and windshear on approach to RWY 07 with winds from the S or SE.

RUNWAY AND AIRPORT FACILITIES

The first 450m of RWY 07 has a 0.53% up-slope giving a maked hump at the RWY 07 touch down point; the remainder of the RWY has a down-slope which increases to 1% for the last 300m.

All heavy aircraft turning on the intersection of RWY 07/25 and the disused RWY 10/28, should turn counter-clockwise using RWY 07 and clockwise using RWY 25, to avoid jet blast affecting aircraft parked W of the intersection.

TAKEOFF AND DEPARTURE

Noise abatement procedures for RWY 07 can be found on Jeppesen chart 13-1.

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Anchorage, Alaska ANC/PANC

Anchorage, Alaska
ANC/PANC

OVERVIEW

Anchorage International Airport (Ted Stevens) is on the Knik Arm of the Cook Inlet at the base of the Chugach Mountains. There is high ground surrounding the airport with the highest MSA being 9700ft to the E. The airfield is 4nm SW of Anchorage. The airfield is busy overnight with large freighter aircraft.

There are strict noise abatement procedures in force – see preferential RWY use programme (Jeppesen 10-4B).

Time Zone: Alaskan Standard Time (AKST = GMT – 9) DST commences 13 Mar 2011.

DESCENT

Expect arrival as per the charts with radar vectors to ILS RWY 14/32. Expect a descent restriction to FL250 until ANC 90 DME when the Sustina Military Operations Area (MOA) is active (N of PANC).

APPROACH

Expect Radar vectors to final Approach from about 4000ft. There are no precision approaches to RWY 25 or RWY 32. No descent below 1600’ MSL until manoeuvring for a safe landing (Jepp 10-4A).

RUNWAY AND AIRPORT FACILITIES

The RWYs are 07L/R, 25L/R, 14, 32; all in excess of 10,000’. LVPs: RWY 7L (Cat II) & RWY 7R (Cat III).
RFFS is CAT 9.

TAKE-OFF AND DEPARTURE

There are Minimum Climb gradients on RWY 7L/7R. Expect vectors to an assigned route or depicted fix. Expect further clearance to filed altitude/level within 10 minutes after departure.

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Antofagasta, Chile ANF/SCFA

Antofagasta, Chile
ANF/SCFA

OVERVIEW

Antofagasta Airport is situated on the western coastline of Chile, 8nm N of the town. It sits at 455ft amsl within a MSA of 7,200ft amsl. Four rocky outcrops lie 6nm W of the airport and the RWY 19 approach path. Immediately to the E of the airport the Andes mountain range begins, rising through 5,000ft amsl within 12nm.

APPROACH

VOR and RNAV approaches are available to both runways and an NDB approach is available to RWY 01.
All approaches to RWY 19 have steeper than normal approach angles.
Circling is available to the W from both runways however circling from an approach to RWY 01 is only allowed during daylight hours.

RUNWAY AND AIRPORT FACILITIES

PAPI angle for RWY 19 is steeper than all instrument approach angles at 3.70°.

Caution:

Significant RWY slope which varies throughout runway length:

Threshold RWY 19 to TWY D = 2.0% Gradient
TWY D to TWY C = 1.1% Gradient
TWY C to TWY B = 0.1% Gradient
TWY B to Threshold RWY 01 = 0.8% Gradient

SPECIAL CONSIDERATIONS

Caution:

Large birds (turkey vultures) within vicinity of the airport.

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